JEPPESEN IFR NAV LOG PDF

We value customer feedback and invite you to complete a short survey about your customer experience. The solution will not only encompass everything found in JIFP, but there is a lot more capability being added and in-work. The Advanced Model iifr in FliteStar Corporate only allows for more complete cruise information, an unlimited number of cruise settings, and more than a simple linear climb and descent profile. This results in a good minimum altitude for this flight of ft MSL.

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Mark Kolber on Sep 13, This a bit of a soapbox issue for me because it points out a common CFI failing that occurs in both private and instrument training.

No, you will not be doing that type of detailed planning of routes that you may never actually receive in the real world of IFR flight, That has always been true but it is, as John points out, especially true now when there are apps and websites that will tell you the clearances that have actually been recently given that greatly increase the chances of your plan being the same as the clearance you actually get.

But that was also true of private cross country training where, for example, you selected checkpoints every NM on a less-than-an-hour 52 NM flight with 5 hours of fuel on board! And, of course, the same thing John says about the use of technology applies to VFR planning. All those calculations you meticulously made with an E6B are automatic.

On the contrary, it is extremely valuable training. To use the VFR example, how else is a CFI to know that you understand fuel use and how to find your position on a chart when GPS fails without having multiple checkpoints?

So your CFII having you go through the long process is valuable. That it is to give you the tools to be on your own without the technology. That might not really work for me.

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Creating a Flight Plan Using the Jeppesen Navigation Log

John D. Collins on May 13, I would flightplan it like you suggest. Although the climb may be staggered into segments, the same amount of climbing will take place, so the only thing to consider is any vectoring at cruise settings that takes you off course. Usually that will only be 5 or 10 minutes, or. The extra fuel at cruise settings is not likely to be more than one or two gallons, probably less, since most vectors will generally be somewhat along your course. I would ignore any extra fuel required other than providing for adequate reserves, where you could add a gallon or two. There are likely to be other unplanned factors that will have a greater affect on total fuel consumed, such as enroute reroutes, winds aloft, holds, etc.

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Zulkibei The optimum cruise altitude for any flight depends on a number of factors. Using your plotter, draw a course line on your sectional chart. You may need to fly around terrain or airspace, navigate using radio navigation radials, or choose a route that is over airports. MC Magnetic Course The angle between your course and magnetic north.

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JEPPESEN VFR NAV LOG PDF

Mark Kolber on Sep 13, This a bit of a soapbox issue for me because it points out a common CFI failing that occurs in both private and instrument training. No, you will not be doing that type of detailed planning of routes that you may never actually receive in the real world of IFR flight, That has always been true but it is, as John points out, especially true now when there are apps and websites that will tell you the clearances that have actually been recently given that greatly increase the chances of your plan being the same as the clearance you actually get. But that was also true of private cross country training where, for example, you selected checkpoints every NM on a less-than-an-hour 52 NM flight with 5 hours of fuel on board! And, of course, the same thing John says about the use of technology applies to VFR planning. All those calculations you meticulously made with an E6B are automatic.

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